Train control



Nov. 6, 1928.

w. K. HOWE TRAIN CONTROL Filed April 28, 1924 INVENT R. 13?

% AT ORNEY Patented Nov. 6, 1928.

UNITED. STATES PATENT OFFICE.

wmrHRor K. HOWE, OF ROCHESTER, NEW YORK, ASSIGNOR To GENERAL RAILWAY" V SIGNAL COMPANY, or ROCHESTER, NEW YORK.

TRAIN CONTROL.

Application filed April 28, 1924'. Serial No. 709,469.

This invention relates to automatic train control systems, and more particularly to a mechanical transmission leading from the wheels and axl-efof a train to suitable carcarried apparatus accessibly' mounted on the train.

In the provision of train control apparatus.

for a system of almost any type, whether of the speed control or the stop type, it is de sirable to have available in connection with the car-carried apparatus something which responds to the rotation of the wheels and axle of the train. In a train control system of the train stop type such a transmission is desirable for at least indicating the direction in which the train'is moving sov that the proper influence communicating means may be made effective for a particular direction of movement of such vehicle, 'and may also possibly be used for other purposes such as the transmission of distinctive controls depending for their distinctiveness on distance of rmovement, or the like"; whereas in a train control system of the speed control type in addition to the various uses already mentioned for such transmission avspeed responsive device operated in response to the rota tion of the wheels of the train may be operated'thereby. I, 1

In trainf'control systems of the kind referred to, certain delicate devicessuch as sensitive relays, pneumatic and electroresponsivc-devices, vacuum tube amplifiers, or

the like, are found'nec'essary, and itis con-- sidered expedient to mount certain of these devices in a spring supported weather proof casing suitably located on the train. This mechanism casing, is preferably so locatedon thetrain-that it may be easily removed or replaced by another similarly equipped casingso as to be readily accessible for replacement-of parts, repairs inspection and adjust ment either when a train is at rest or when lngs 1n wh1ch':'

amount of inspection and maintenance, and

since locomotives are. also frequently out of service for the same reason,.whereas a tender requires very little attention, it is considered I expedient to mount as much of the train con trol apparatus on the tender as practicable, and use the various tenders and their associated train control apparatus interchangeably with the various locomotives. By this arrangement, if one or more locomotives and one or more tenders carrying car equipment for train control purposes are out of order and are waiting forrepairs, the unit parts (locomotives and'tenders) which are in good condition may be grouped togetheras reserve engine and tender equipments In other words, it is considered expedient to 'mount the larger partof the car-carried train control apparatus on the tender and use the tenders interchangeably, so that. engine and tender equipments may be built up in various combinations.

With the above and. other considerations in mind, it is proposed in accordance with the present invention to mount the bulk of they train control apparatus on top of the tender in a suitable spring supported casing and .to providea shaft entering such casing which is driven directly byv wheels of such tender. More specifically, it is proposed to mount this apparatus over the rear truck of the tender and to construct a passageway, so tol speak, through the Water tank through which'such transmission shaft may pass, suitable means being preferably provided to take care-of relative movement of thebody of the tender I with respect to thecar axle, and also ofthe mechanism casing with respect to the' body of the tender.

Other objects, purposes and characteristic features ofthe invention will in part be vpointed out hereinafter andin part be apparent from they following descriptioniand' accompanying drawings; i

In describing the invention in detail refer-L I ence will be made to the accompanying draw: I

Fig. 1 shows a side elevationof a tender having the present invention applied thereto, in which portions thereof are tions for clearness; and p Fig. 2 shows anenlargedsectional side elevation of a portion of the transmission em bodying thepresent invention.

Referring to Fig.1 of the drawings the numeral 1 designatesthe body of the tender orwater tank of which only "the rear end including its truck has been shown, the top shown in secg of this tender is mounted an outer casing 2 on asuitably supported bracket or bench 3. This casing 2 is weather proof and has a cover 4: removably securedthereto in any suitable manner. In this outer casing is spring sup ported an inner or mechanism casing 5 by springs 6. This mechanism casing is preferably held stationary to a certain extent by a frictional braking means, this to avoid con:

tinual harmonic vibration of the inner casing upon the springs 6. The upper wall 8 and the lower wall 9 of the tank 1 are perforated to receive the large pipe or tube 10 through which the transmission shaft 11 is adapted to pass. This tube 10 is provided with a flange 12 at the lower end thereof which is 'astened to the bottom wall 9 by cap screws 13 which also pass through the flanged socket portion of the ball and socketjoint 14-. In practice the flange 12 is spot welded to the bottom wall 9 of the tank and also to the tube 10 as shown, this to assume permanent water tight connection between these various p arts, which is durable and able tov withstand the and vibration encountered as well as twisting due shaft portion 18having slots in opposite ends thereof which are disposed at right angles to each other. This shaft portion 18 operatively engages the driving plug 17 and shaft 11 by having lips projecting from these members extending into the slots of this shaft portion 18. The upper end of the shaft 11 is provided qwith a similar universal coupling which co r neets this shaft to the squared end of the shaft 19 projecting from the mechanisni'casing 5.

. The apparatus thus far described consists of means for driving the shaft 19 projecting from the mechanism casing by the journal 16,

which driving connection allows a certain amount of sidewise motion of the mechanism casing 5 and allows this casing to bob up and down with respect to the tank without interfering with the proper transmission of power by the rotation of these devices. 7

Referring more particularly to Fig.2 of the drawing the outer member 20 of the telescopic housing has a ball shaped hollow knob 20 which extends into the socket portion of theflanged ball and socket joint 14. This ball shaped portion 20 ispivotally held in place in its socket by the ring'21 secured to the flanged joint 14. The inner telescopic meniber 22 is provided with a similar ball shaped extension 22 which is pivotally secured in a similar ball shaped socket of the casing 23, which extension is held in place by the ring 23 secured to this casing 23 in any suitable manner. Directly below the ball shaped socket just referred to this casing is provided with a partition and in the lower part of the casin is 'ournaled a shaft 24 havin a s uare hole in the upper end therof, as shown. The lower end of this shaft 24 is journaled in thrust bearing 25 comprising a cylindrical slceve having a flange projecting therefrom. To the shaft 2 1 is keyed a spiral gear which meshes with a spiral gear 27 secured to.

the axle of the train. This spiral gear 27 is divided into two parts which in practice are bolted together by bolts 28 clamping this gear to the car axle 29. In practice it will be necessary to turn or grind a portion of the car axle to the proper diameter so as to dispose this gear 27 concentrically with the jonrnalcd ends of this axle 29 when the spiral gear 27 is seeurely clamped in place. In order to firmly secure this gear to the axle 29 the internal surface of the gear is preferably knurled or roughened in any suitable manner so that some engagement is affected by bolting the same to the axle. The housing 23 is likewise composed of two parts which are divided on a plane onthe axis of the car axle 29. This housing 23 is bolted together by bolts 31 and 32. In order to support the housing 23 nonrotatably on the axle 29 a bifurcated anchoring arm 33 is secured to the bottom of the casing by the bolts 32. This .ttl'il'l 33 serves as a handle, so to speak, for preventing a feud ency of the casing 23 to rotate with the axle. and this arm is maintained in its pendant position by the torque rod or bracing link Set pivotally fastened thereto and having its other end pivotally secured to ears 35 project- 'ing from the anchor plate 35 bolted to the spring board 37. The spring board 37 connects the two end frames of the tender truck together and serves'as a foundation for the springs 38 of the tender truck. By this arrangement it will be noted that even though the casing 23 is unsymmetrical. with respect the axle 29 and is probably considerably heavier on one side than on the other this casing 23 assumes its normal position shown in the drawings by reason of arm 33 and bracing link 34;.

It should be noted that bobbing up and down of the tender body does not apply severe stresses betweencooperating parts of the easing 23 and the tube 10 extending through the tender body, by reason of the telescopic connection comprising members 20 and 22 which may freely slide into each other; also, if the tender passes around a curveand the tender truck assumes an angular position with respect to the tender body this sidewise displacement of the casing 23 with respect to the Inn tube 10 does notset u' heavy stresses by reason of the ball and soc et oints 20 and 22 The telescopic members 20 and 22 are provided with bearing portions 20 and 22 in which shafts 40 and 41 are shown. Theshaft 40 is provided with a squared axially ar ranged hole and the shaft 41 has a square extension adapted to snugly fit into the hole of the shaft 40 so that a positive driving connection between these shafts is provided which permits longitudinal displacement therebetween. These shafts 40 and 41 are provided .with bifurcated extensions 40 and 41 'which are pivotally secured to the balls 42 and 43 of universal joints. To the ball 42 is connected a square'shaft 44 provided with a similar bifurcated extension, which shaft 'is adapted to operatively engage the flanged sleeve 16;

whereas the ball 43 of the other universal mechanism contained in these joints and hous-.

ings. It should be noted that the provision of the shafts 40 and41 with their universal joints does not many way hinder the free movement of the casing 23 with respect to the tender body, such movement being possible by reason of the telescopic driving connection between shafts 40 and 41 and the universal joints located in the center of the ball and socket joints'heretofore mentioned. Also, a universal connection is provided between the shaft 11 and the mechanism casing 5 so that the movement of the mechanism casing 5 with respect to the tender body is taken care of in a manner which does not interfere with the transmission connection 11 -19.

In the novel arrangement shown the various distance elements, speed elements, direction of movement indicating elements, etc. in the mechanism'casing may be mounted in this casing 5 in a spring supported manner so that all may be driven by the axle 29, without having severe jolts and vibrations .transmitted thereto from the car axle. Inthe arrangement shown all of these devicesandmechanisms are located on top of the tender tank where they are ready for inspection, adjustment and repairs and where their operations may be observed while the train is running at normal speed without danger to the inspectors, so that, any trouble which might be difficult to locate when the apparatus is stationary may be located in this way. In the particular combination of parts shown the whole mechanism casing may be bodily removed and another one put in its place ina very short time, which permits the repairs to the apparatus in this mechanism to be madein the repair shop while a duplicate or replaceable unit is installed on the train while such repairs are being made. In other words,th e various mechanism casings and the mechanism contained therein. may be considered as interchangeable parts, and if any repairs or adjustments are necessary two casings with their mechanisms may be interchangedpermitting one of these casings to be broughtto the shop for adjustment or'repairs. V

In the arrangement shown the novel transmission 1S connected to. the car I axle at a point between the wheels and preferably near the middle thereof, which is extremely desir-. able for several reasons. For instance, if a train of the usual type having both wheels secured to a common axle passes around a curve one or the other-of .the wheels on an.

axle must slip, because such'wheels although making the same number of revolutions travel over different distances ofrail. On account of the heavy forces and frictional resistance involved a considerable amount oftorque is set up in a car axle of this kind before slippage takes place, so that, slippage sets up severe intermittent or jerking speed changes in a transmission connection of the type shown, especially if this transmission connection is fastened near one of the wheels or at the end of the axle. On the other hand,

if the transmission con'nection'is made at the.

mid point in the'axle, the intermittent jerking motion transmitted to the driving connection is a minimum, because if either of the wheels slip only a slight change in the rateof'rotationtakes place. Also, if the transmission connection; is made near the middle of the axle less pounding due to that tened wheels or rought-racks is experienced."

This is believed to be due to the fact that the middle of the, axle pounds up and down to a degree corresponding to the average pounding of both wheels, and inmany instances the up-or down movement of one wheel is compensated for by that of the reverse movement of the other wheel; There is also a loo certain amount of advantage in securing the transmission connection to the middle of an axle because this brlngs such transmission nearer the center pivot of thecar truck, so

that less transverse motion is experienced as thetruck turnswith respect to the tender body when the tender moves around a curve. Although it may be preferable for the various reasons given to have the transmission connection join the axle near the middle, cer tain other considerations, such as, the presence of brake beams, brake rods orsimilar obstructions, may make it necessary to locate the transmission connection somewhere between the middle of the axle and one of the end frames, and it is desired to beunderstood that the exact pointof connection of the transmission may be varied to meet the va ions constructional conditions encountered. in practice within the scope of the present invention.

I-Iaving thus shown and described one rather specific embodiment of the invention it is desired to be understood that this has been done to illustrate the nature the invention and the manner inwhich it facilitates maintenance of train control ap aratus, rather than to illustrate the scope oi the invention, and it is desired to be understood that various changes and modifications may be made to adapt the invention to various types of tenders without departing from this invention; for instance, if desired the tube 10 may extend through the tender tank on one side of this tank so that the driving connection to the axle may be made at the end thereof instead oi at a point between the axles thereon as shown in the particular embodiment illustrated without departing from the scope of the invention or the idea or means underlying the same.

JJhat is desired to be secured by Letters Patent oi the United States is l. The combination of a tender having the usual tank, a tube passing vertically through said tank to provide a passage ior a transmission shaft, a housing surrounding one of the axles of the tender having suitable gearing therein, a ball shaped socket in said housing, a ball shaped socket at the lower end of said tube, and a telescopic tube having ball shaped ends connecting said housing and tube.

2. The combination of a tender having the usual tank, a tube passing vertically through said tank to provide a passage for a transmission shaft, a housing surrounding one of the axles otthe tender having suitable gearing therein, a ball shaped socket insaid housing,

a-ball shaped socket at the lower end of said tube, a shaft in said tube, means operatively connecting the gearing in said housing to said shait, and a telescopic tube having ball shaped ends connecting said housing and tube and surrounding said last mentioned means.

5. T he combination of a tender having the usual tank, a tube passing vertically through said tank to provide a passage for a trans mission shait, a housing surrounding one of the axles of the tender having suitable gearing therein, a ball shaped socket in said housing, a ball shaped socket at the lower end 0isaid tube, a shaft in said tube, means operaativel connecting the gearing in said hous ing to said shaft including a shaft having a' universal connection and a: telescopic connection, and a telescopic tube having ball shaped ends connecting said housing and tube and surrounding said last mentioned means.

a. In a transmission connection, the combination with the usual tender tank, a tube extending vertically through said tank, a shaft journaled in said tube, a casing jour naled on one oi the axles of the tender, a split spiral gear clamped on said axle, a vertically journaled spiral gear in said casing meshing with said split spiral gear, and means connecting said shaft and said vertically disposed spiral gear including a shaft having a universal joint and a telescopic oint.

5. The combination with a tender having the usual tank, of a tubing passing vertically through said tank to provide a passage for a transmission shat't, a housing surrounding one of the axles of the tender having suitable gearing therein, a torque rod for preventing said housing turning with said axle, in said tube, and means operatively connect ing the gearing in said housing to said shaft.

In testimony whereof I affix my signature.

Wiurnnor K. news.

a shaft 

